Track-fastener.



J. J. BYERS- TRACK FASTENER.

' no" man ocr. 5. 1914 APPL CA mm m Patented Dec.14,1915.

2 SHEETS-SHEETZ- J. J. BYERS.

TRACK FASTENER.

APPHCATION FILED OCT. 5. 1914.

Patented Dec. 14, 1915.

2 SHEETS-SHEET 1.

*nruunisrarnstunnndi rinni l'AUiOIB J. IBYTEIRS, 0F CIiIGAG-O, ILLINQIS, ASS'JZEi-Nlfit TU THE NATIONAL MAILLEAB'LE CASTING?) GOMIPANY, O19 CIL'EVELAITKD, 0111.0, A GORPGRATIUN 031* 1116.

TRACK-FASTENEPJ.

specification of Letters IEatent. jPg tggn'tgfl i14 1915 Application filed. flctober 5, 1914.. Serial No. 865,031.

menses.

To all whom it may concern Be it known that l, JACOB J. BYERS, a citizen of the United States, residing at Chicago, Cook county, Illinois, have invented new and useful Improvements in Track- Fasteners, of which the following is a specification, reference being; had to the accompanying drawings, in which-- Figure 1 is an elevation showing my improved track fastener in-the form of a rail anchor or anti-creeper applied to a rail; Fig. 2 is a plan of my fastener showing the locking member in driven position; Fig. 3

is a section on line Ill-HT of Fig. l, but

with the locking member only partially driven in; Fig. i is a section on lines lV-IV of 2. and Fig. 5 is a detail of the locking member.

My invention relates to track fasteners and consists in 'a two-part device having a wedging and frictional engagement with the base flanges ofa rail;

My invention also consists in the construction and cooperation of the parts which T shall hereinafter describe and claim.

\ Referring, to the drawings, in which I have illustrated my invention as being ap plied to a rail-anchor 0r anti-creeper, A indicates the rail, B the base plate, C the wedge member and D a railroad tie. The base plate B is provided with oppositelydisposed lugs 2 and 3, reinforced by the vertically-extending ribs 41 on the under side of the plate B. @n the lug 2 are formed wedging surfaces 5, 5, intended to grip the upper and lower surfaces of one of the rail flanges 6. The lung 3 has on the side toward the rail a surface 7, concave in vertical section, as is shown in Figs. 1 and 4:, and con vex in horizontal section, as is shown in Figs. 2 and 3. The base plate B is also provided with a downwardly-extendinnj foot or brace 8., intended on its outer surface to bear against the tie D, to prevent movement of the anchor a direction toward the tie. The wedge member C has a curved wedging surface 9. corresponding the cnri'ature of the surface Y against which it bears. U11 the opposite side the wedge O is provided with a longitudinally-eatending slotlO hath ingf wedpgingz and gripping; faces 11. to take about the upper lower of the flange 6 of the rail, as is shown Figs. 1 and 4t. The lateral depth of the slot 10 decreases toward the forward or wedge end 12 of the Wedge C, because of the conver gence of the inner surface 13 of the slot 10 and the outer edges 14, until at the point 15 the surface 13 and the "wedge edge 14: almost coincide, the wedge member at the point 15 presenting a flat, Vertically-disposed surface, which bears against the lateral edge 16 of the rail base, as is shown in Figs. 2 and 3. The opposite or driving end of the wedge C is formed into head or abutment 1?, by means of which it is driven into locked position.

The anchor is applied to the rail in the following manner: The base plate B is first applied from below the rail by bringing; the abutment 2 over the flange 8 of the rail, and the plate B is then tilted upward, until it rests asainst the under side of the base of the rail and the foot or brace 8 bears against the tie D. The wedge end 12 of the member C is then inserted between the surface 7 of the abutment 3 and the edge 16; of the ted lines in Fig. 2. As the wedge C is driven in its axis is revolved slightly as it moves forward. and finally assumes, when it has been driven home. the position shown in full lines in Fig. 2. This rotating: movement is caused by the convex surface 7 on the abutment 8. the corresponding surface 9 on the wedge member G and the ensaa'ement of the edee 16 of the rail by the surface 33 at the forward end 12 of the wedge as it is dri 'en in. The curved surface 9 of the wedge slides alone the surface 7. thus rotating the wedge as it is driven in. and this rotation forces the wed ingz' surfaces 11 ll of the wedge to g ip the danger 6 of the rail. as is shown in Figs. 1 and l. The wedding end 12 as the wede e is driven in, by its contact at the point with the edge. 16., will force the rail laterally into wedsing" engraeement with the surfaces 5. 5 of the abutment while the surfaces ll. 11 of the wedge C will hold the wed e firrnl to the flan e (5 of the rail,

"When the wedge has been driven home it will have a three-point contact with the rail. The surface 15 of the wed e will friction ally engage the edge 16 of the rail flange 6 while the surfaces 11, 11 will engage the top and bottom of the rail flange. T he surfaces 5, 5 of the base plate B and the surfaces 11, 11 and 15 of the wedge C will frictionally engage the flanges 6, 6 of the rail and hold it from creeping and the wedging contact of the wedge end 12 against the edge 16 of the rail will hold the wedge in position and maintain the wedging action between these surfaces and the rail, regardless of vibration. It will be seen that as the wedge C is driven in, wedging contact with the rail will first occur at the point 15, and as the wedge is driven in farther the pressure of the point 15 against the rail will cause the wedge to tip or rotate upon the surfaces 7 and 9, as is shown in the various positions indicated in Figs.'2 and 3. \Vhen the wedge has been driven to final locked position the gripping engagement of the wedge with the flange of the rail and the wedging engagement of the wedge end 12 against the rail at the point 15 are substantially equalized, due to the fact that the wedging angle of the end 12 with the curved surface 7 is more acute than the wedging angle between the rear end of the wedge and the curved face 7. hen it is desired to remove the anchor the wedge is driven. rearwardly and out of engagement With the rail, and the plate B may then be disengaged from the rail and tie.

It is obvious that my improved track fastener may be utilized in avariety of applications and that modifications may be made in the construction which I have shown and described herein; without departing from my invention.

base-plate, and to be driven into locked position.

2. A rail anchor comprising a base memher having upwardly-extending projections on opposite sides of the base of the rail, and a wedge member adapted to be driven between one of said projections and the base of the rail, said wedge having a rocking bearing against said projection while being driven, and having when in driven position, an engagement at one of its ends with the upper and lower surfaces of the rail-base and being out of contact at that end with the edge of the rail-base, and having at its other end an engagement with the edge of said i'ailbase.

3. A track fastener comprising two relatively movable parts, each of said members engaging the base of the rail and one of said members having a V-shaped jaw engaging the top and bottom of the rail and out of contact with the edge of the rail at one portion, and in contact with the edge of the rail and out of wedging engagement with its top and bottom at another portion.

JACOB J. BYERS.

lVitnesses ALBERT O, BUCKINS, J11, PHILIP A. HILL. 

